Rapid transportation system

ABSTRACT

A rapid transportation system which includes a channel trackway with electromagnets positioned therealong. The magnets are individually energizable and are arranged to support and propel the pallets associated therewith. The pallets are arranged to support a motor vehicle, a passenger pod, a freight pod, or a work pod. The magnets of the trackway are used to divert a pallet from the main trackway to adjacent trackways such as a station or depot through a switch having no moving parts. A mechanical diverter is provided for preventing a pallet from becoming lodged in a partially switched condition to thereby tie-up the system.

United States Patent Paxton 14 1 Aug. 7, 1973 RAPID TRANSPORTATIONSYSTEM [76] Inventor: Lee C. Paxton, 5016 Bremner Ct. P 3 Emmi' lerGerald Fqrlenm No. 4, Sacramento, Cant 95841 Asszstant Exammer-Ge0rge H.Llbman Attorney-Alexander B. Blair [22] Filed: Nov. 11, 1971 [21] Appl.N0.: 197,651 [57] ABSTRACT A rapid transportation system which includesa channel trackway with electromagnets positioned therealong.

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RAPID TRANSPORTATION SYSTEM BACKGROUND OF THE INVENTION FIELD OF THEINVENTION SUMMARY or THE INVENTION A rapid transit system having aconcrete trackway with inverted T-shaped slots for receiving inverted T-shaped support members extending downwardly from load carrying pallets.Individually actuated electromagnets are arranged along the trackway inpositions to simultaneously support and propel the pallet along thetrackway. Additional trackways branch off of the main trackway withelectromagnets providing the force to either maintain the pallet on theoriginal trackway or cause it to move onto the branch trackway. Amechanical safety back-up system is also provided to prevent the palletfrom becoming lodged in the switch.

A computerized system is additionally provided for monitoring andmaintaining the spacingbetween vehicles, the speed of thevehicles,destination of vehicles, and the re-entry of vehicles into the mainstream following a station stop. 7

The primary object of the invention is to provide a fast, safe rapidtransit system in which the cars are supported and propelled byelectromagnets in the trackway with actual contact between the vehicleand the stationary trackway kept at a minimum.

Other objects and advantages will become apparent in the followingspecification when considered in the light of the attached drawings.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. I is a perspective view of theinvention shown partially broken away andin section for convenience ofillustration;

FIG. 2 is a fragmentary top plan view of one form of switch used withthe system;

FIG. 3 is a top plan view of another form of switch used with thesystem;

FIG. 4 is an enlarged fragmentary transverse sectional view taken alongthe line 44 of FIGS. 2and 3 looking in the direction of the arrows;

FIG. 5 is an enlarged fragmentary vertical sectional side view takenalong the line 5-5 of FIG. 4 looking in the direction of the arrows;

FIGS, 6, 7, 8 and 9 are similar to FIG. 5 and illustrate the magneticpull during movement of the vehicle in the trackway;

FIG. I0 is a top plan view of aswitch used with the system;

FIG. WA is an enlarged fragmentary transverse cross section taken alongthe line IDA-40A of FIG. 10 looking in the direction of the arrows;

FIG. 10B is a view similar to 10A taken along the line IUD-JOB of FIG.10 looking in the direction of the arrows;

FIG. 10C is a view similar to 10A taken along the line l0C-IOC of FIG.10 looking in the direction of the arrows;

FIG. 10D is a view similar to FIG. 10A taken along the line IOD-IOD ofFIG. 10 looking in the direction of the arrows;

FIG. 10E is a view similar to FIG. 10A taken along the line 10E-l0E ofFIG. 10 looking in the direction of the arrows;

FIG. 10F is a view similar to FIG. 10A taken along the line 10F----IOFof FIG. 10 looking in the direction of the arrows;

FIG. 10G is a view similar to FIG. 10A taken along the line 10G19G ofFIG. 10 looking in the direction of the arrows;

FIG. IOI-I is a view similar to 10A taken along the line l0H-l0H of FIG.10 looking in the direction of the arrows;

FIG. 10 I is a view similar to FIG. 19A taken along the line OI-101 ofFIG. 10 looking inthe direction of the arrows;

FIG. 11 is a view similar to FIG. 10E illustrating the operation of themechanical switching device;

FIG. 12 is a view similar to FIG. I ofa modified form FIG. 13 is anenlarged fragmentary vertical sectional view of the T member taken alongthe line 13-43 of FIG. 1 looking in the direction of the arrows;

FIG. 14 is a fragmentary side elevation of an alternate vehicleretaining system for the pallet;

FIG. 15 is a semi'diagrammatic view illustrating the magnets supportingthe palletin central position;

FIG. 16 isa semi-diagrammatic view of the magnets returning the palletto central position after centrifugal force, wind, etc., has moved itout of central position;

FIGS. 17, 18 and 19 are semi-diagrammatic views illustrating the waveform of the electric power supplied to the electromagnets used in thesystem;

FIG. 20 is a fragmentary vertical sectional view illustrating the basiccontrol of the electromagnets by passing of the pallet;

FIG. 21 is a view similar to FIG. 20 with further details of theelectronic control system of the electromagnets;

FIG. 22 is a semi-diagrammatic view of a loading station andacceleration ramp leading to the main line of the system;

FIG. 23 is a wiring diagram of the acceleration circuit for theelectromagnets used in the system;

FIG. 24 is a semi-diagrammatic view of a direction control for thepallet at a branch line;

FIG. 25 is a semi-diagrammatic view of a complete system with centralcomputer control;

FIG. 26 is a view similar to FIGS. 15 and 16 of another electromagneticcontrol to effect vehicle switchmg;

FIG. 27 is a side elevation of the mechanical linkage for securing a caron a pallet;

FIG. 28 is a view similar to FIG. 27 with the linkage in a secondposition;

FIG. 29 is a view similar to FIG. 27 with the linkage in a thirdposition;

FIG. 30 is a perspective view of one of the system stations shownpartially broken away and in section for convenience of illustration;and" FIG. 31 is a perspecrive view of a modified form of pallet toprovide a passenger pod.

Referring now to the drawings in detail wherein like referencecharacters indicate like parts throughout the several figures thereference numeral 40 indicates generally a rapid transit systemconstructed in accordance with the invention.

The transit system 4t) includes a concrete trackway generally indicatedat 41 supported on a plurality of pillars 42 or supported directly onthe ground. The trackway 41 has a pair of inverted T shaped slots 43extending therealong in spaced parallel relation and a vertical slot 44extending along one side thereof. The inverted T slots 43 have aplurality of electromagnets 45 arranged therealong in longitudinallyspaced relation on both the upper and lower surfaces of the T slot 43.The trackway 41 may have any desired switches provided therealong asillustrated in FIGS. 2 and 3 to permit the system to move vehicles toany desired place.

The primary vehicle used with the system is a pallet indicated generallyat 46 in FIG. I. The pallet 46 includes a generally horizontal platform47 having a pair of spaced parallel vertically depending webs 48integrally formed thereon. A T head 49 is formed on the lower end ofeach of the webs 48 to extend through each of the T slots 43. A blade 57depends from the web 48 and has a relatively sharp lower edge 58. Theblade 57 is adapted to travel along the slot 59 for reasons to beassigned.

A vehicle such an automobile 52 is adapted to be supported on theplatform 47 and secured in place thereon by holddowns 53. The pallet 46is formed of magnetically inert material and the T bars 49 are providedwith a plurality of soft iron core segments or slugs 54 for cooperationwith the electromagnets 45. The core segments or slugs 54 are isolatedfrom one another and form long segmented rows on both sides of thepallet. This configuration is a very important one since it allows thepallet to assume an inert or passive roll. The trackway 40 does the workwith the pallet merely following the electromagnetic tug of thetrackway. In the present system individual pallets cannot burn out" tothereby slow down and jam the entire system. in the event that anelectromagnet 45 on the trackway burns out its neighbors pick up itsload with the pallet gliding over the next units and continuing on itsway at the proper speed.

In FIGS. 6 through 9 a diagrammatic illustration shows how theelectromagnet fires or turns on when the vehicle counterpart is presentbeneath it. in these figures the upper electromagnets 45 are numbered 1,2, 3 1,2, 3 etc. with all Is adjacent the pallet being switched ontogether then all 2s together and then all 3s together. The firings arestaggered to produce even thrust and to maintain a capability toself-start when needed. The upper electromagnets are fired or turned onin a l, 3, 2 l, 3, 2 order which provides continuously applied forwardand upward thrust. Other rows can be staggered horizontally also toeffect even smoother forward motion. The coil 45 numbered 4 in FlGS. 6through 9 is positioned below the'T head 49 and is used to pull thepallet 46 downwardly and forwardly as required. If needed, it firessimultaneously with coil No. 2 on the then unused vehicle slugs. Coil 4balances the pull from coils l, 2 and 3, to maintain proper height inthe roadways, as well as the exact forward speed.

The suspension of the pallet 46 in the system 40 is a nearly freebyproduct of the propulsion component. The electromagnets 45 arepositioned vertically above the interacting parts of the pallet 46 sothat as the electromagnets tug" the pallet along the road, they alsolift the pallet so that it floats" almost without friction. The pull theelectromagnets exert is electronically controlled, to thus maintain theproper height above the trackway 41 lifting the pallet 46 and alsoholding it from floating too high or too low.

Since the electromagnets are laterally spaced on opposite sides of thepallet and support both sides of the pallet equally, the pallet isstablized in roll. Both sides of the pallet are effectively maintainedat the proper height above the trackway. Sidewise guidance is alsoprovided since the electromagnets are employed in an attracting mode,constantly centering the pallet in the trackway, the pallet is preventedfrom shifting from side to side.

The electrical power is rapidly turned on and off to maintain properheight (as well as speed) and is the composite force of all theelectromagnets working together. Each electromagnet operatesindependently from its neighbor with two exceptions. l. The firing issynchronized to provide exact forward speed required, and 2, dump out orback E.M.F. from a neighbor coil may be utilized, i.e., aftera neighborcoil fires, the remaining energy of the collapsing magnetic field istransferred to the appropriate neighbor electromagnet through diodeswitching.

Each electromagnet has its own electronic control which directs thefiring or triggering to turn it on and off.

The basic principle followed in triggering the electromagnets is asfollows: A sensor in the trackway detects the presence of a pallet. Thesensor is a photo cell or equivalent device. As the pallet's iron corecuts a light beam, it triggers a silicon controlled rectifier utilizingAC electricity to turn on a switch. This permits DC electric currentflow into the electromagnets to thus pull the pallet forward and upward.Other sensors spaced along the trackway detect height of the pallet, andcontrol current to the electromagnets above or below, as required, tomain height and speed. An outside generated common synchronizing pulseis compared to the sensor generated signal to determine whether or notthe pallet is at proper speed and to give a standard reference as aguide to match the speed of the pallet to the desired speed. Passage ofthe pallet to a position where an individual electromagnet can no longerpull the vehicle forward is detected by the sensors and the electriccurrent to that electromagnet is then shut off. This cycle is repeatedcontinuously to move the pallet along the trackway.

The basic trackway of the system is a pre-stressed concrete beam,suspended between pillars in the ground. The beams are linked togetherend to end to form a continuous elevated trackway. The pallets areconstrained to the trackway at all times with an inverted Tconfiguration on each side of the trackway. The inverted T configurationserves several purposes, it constrains the pallet positively to thetrackway, it permits rapid switching on and off the trackway, and itpermits the drive system to be placed beneath the pallet.

In addition, the system is of particular use in tunnels because nopollutents are produced. In congested areas the system may be moreconveniently used undergrounddue to the absence of pollutents.

In order to obtain the maximum efficiency from the system, pallets usethe main line at top speed. Thus the main line traffic travels atsynchronous speed, with all traffic moving at the same speed, determinedby the synchronous pulse used to fire the electromagnets and thefrequency of the power supplied to the system. The trackwayautomatically compensates for each pallets weight and air drag and locksthe pallet in step with the system speed. To get into the system whichoperates at one synchronous speed, a pallet is first accelerated on asiding or acceleration ramp indicated generally at 55 in FIG. 22 untilit reaches the main line velocity. Then, if everything is right, thepallet is switched into the main line without disturbing the flow oftraffic therein.

Initiation of acceleration depends upon hitting an open hole or spotwithout traffic on the main line and thus timing of initiation ofacceleration is used to position the pallet into main line traffie.

Normally the acceleration ramps will develop more than enough power toaccelerate all vehicles to main line speed, however, an escape routegenerally indicated at 56 will extend from the end of each of theaccelerated ramps 55to accept any pallet that did not get up to speed asrequired, or that should not enter the main line due to close proximityof other pallets already on the main line.

Similarly pallets to be removed from the system are first switched fromthe main line to a siding and are then de-accelerated to a stop in astation. No starting or stopping or slowing down is executed on the mainline except in cases of emergency such as fire, flood or the like.

In the system, each station is represented a code number, similar to azip code number. A coded plate attached to the side of each palletcarries the assigned destination station of that pallet as well asinformation on the type of pallet. The code is either carried visually,or by magnetic pattern on the plate. A reader device at each switchalong the main line reads the destination information on the side ofeach vehicle as it approaches the switch and this information determineswhich way the vehicle should be switched as it proceeds on its trip.Thus, every time a vehicle approaches a switch, a decision is made bythe reader and a simple computeras to the correct branch of the roadwayrequired for the pal let to travel to get to its final destination. Ifthe pallet has already passed its destination, but could not stop therebecause of a local overload or for some other unforeseen event, thevehicle is then removed from the system at the next available station.6.

If it become desirable to leave the system, as in the event of apassengers personal requirement or the like, all that is required wouldbe to turn on the headlights of the automobile, in the case ofauto-ferrying, and the vehicle could be removed from the system at thenext available station. The headlights of the auto are detectable by atrackside photocell which in turn directs the switch to remove thevehicle from the main line. Similarly, the destination other thanscheduled of the other types of pallets can be altered as required.

A central computer monitors all traffic flow at all times to watch thesystem. Thus, all pallets in the system are watched to insure safearrival at their destination. The position of any pallet is known at alltimes so that any pallet can be intercepted at any time as required. Inthe event of a disaster such as an airplane crashing on the traekway, animmediate shutdown of the system would be initiated.

In FIG. and the cross sections taken therealong a specific switch forthe trackway 41 is illustrated. In FIG. 10A the web 48 carries the T bar49 on its lower end and has a blade 57 projecting downwardly there 49 tomove laterally so that the pallet 46 can move into the branch track asthe magnetic forces so direct. As

the groove 43 and its lower extension 59 become wider a blade 61 ismounted centrally on the bottom of the lower extension 59 extendinglongitudinally therealong with a sharpened upper edge 62. The sharpenededges 58 of the blade 57 and the sharpened edge 62 of the blade 61 areincompatible and the blade 57 is forced to travel one side or the otherof the blade 61. Magnetic forces normally urge the pallet 46 to one sideor the other at the switch with the blade 57 and blade 61 providing amechanical separation in the event of electrical failure at the momentwhen a switch or non-switch actuation of the magnets is required.Switches 60 are similar in construction.

The switching mechanism in the: system is extremely important due to thefast reaction time required. With the switch 60 it is possible to havethree or more pallets running virtually in contact at high speed and tosafely remove any one of the pallets from the trackway without effectingthe others.

In the form of the invention illustrated in FIG. 12 the blade 50runningin the groove 44 is substituted for the blade 57 running in the lowerextension 59 of the groove 43. The operation of the blade 50 isidentical to that of the blade 57 the only difference being the locationon the pallet 46.

The system is specifically designed around the concept of ferrying astandard automobile. It is intended that a standard automobile can bedriven onto a pallet 46, secured to the pallet, and then travel in thesystem any place the system operates. There are many advantages in sodoing. People can quickly travel from one side of town to the other at ahigh rate of speed and then have their automobile available to move onto their final destination.

Automobiles can be ferried with or without people and independently fromany other system traffic. Remote automatic parking is also practicalwith the system. A low overhead area out of town can be set aside as alarge automatic parking area. After stopping at a station,if the stationhappens to be near the destination the passenger can walk to, the carcould be sent to the out-of-town parking lot by itself and be deliveredback upon request to any station at a high rate of speed. A phone-callcould initiate delivery with rental or lease automobiles also availablethrough the same system. Loading of the standard automobile onto thepallets can be accomplished on a semiautomatic basis with a singleobserver controlling the loading operation. Au tomobiles will bemanually driven into a curbed lane onto the pallet and connected theretoautomatically. Any desired method for securing the automobile to thepalletmay be used with a particular structure being illustrated in FIGS.14, 27, 28 and'29. In FIG. 14 the automobile 63 is positioned on thepallet 46 and is gripped by clamps generally indicated at 64 both frontand rear. The elamps64 have a pair of upright posts 65 carrying apivoted rubber block 66 thereon. A brace 67 is pivotally secured to theupper end of the post 65 and a holddown member 68 is similarly pivotedto the post 65 to overhang the trunk and hood of the automobile 63 toprevent its dislodgment. A power system 69 in the pallet 46 is providedfor spreading the bottom of the post 65 and the bottom of the brace 67to lower the clamp 64 into the pallet 46 to permit the automobile 63 tobe driven therefrom. A reverse operation of the power system 69 erectsthe clamp 64 in the position illustrated in FIG. I4 to clamp the vehicle63 on the pallet 46.

The system may have any type modules desired operating on the sameprinciple and carried by pallets 46. The modules, may include relativelysmall passenger pods which give personalized service to any desiredstation bypassing all other stations or may be of a larger size whichstop at regular stops on the system. Obviously freight and mail servicepods can also be used on pallets as desired.

FIG. 25 illustrates diagrammatically how the system 40 utilizes atrackway 41 controlled from a central computer 70. Considering that thesystem is operating counterclockwise switches generally indicated at 60permit pallets to leave the main line for station stops whileacceleration ramps 55 permit the pallets to reenter the system. 7

FIGS. and 16 illustrate the centering of the pallet along the trackway.Guidance of the pallet is provided not only by the shape of the trackwayitself but also by the fact that the electromagnets are used in anattracting mode. The electromagnets firing on both sides of the palletcan cause the pallet to be constantly pulled towards the center of thetrackway and therefore prevent the pallet from physically touching thetrackway. For example if the vehicle were to be blown by wind away fromthe center of the trackway, the electromagnets would attract it backtoward the center of the trackway'as can be seen in FIG. I6.

The main line portion of the trackway is designed to maintain any palletat the exact trackway synchronized speed. The physical or mechanicalplacement of the electromagnets along the trackway is in phase with theapplied power electromagnetic wave form illustrated in FIGS. 17, 18 and19, and also in phase with the speed of the vehicle on the main linetrackway. The physical location of the electromagnets is such that thepallet will arrive at a given point the same instant the start of thephase of 60 cycle wave form from the applied electric power will arriveat the same point. In order to accomplish this the electromagnetic coilsare turned on and off with silicon control rectifiers. A silicon controlrectifier can be fired at any point relative to start of the input powerwave form. Hence, whatever amount of power is required by each palletcan be selected as a function of the required area under the curve ofagiven power supply wave form. Silicon control recitifers chop theelectrical power wave form and give total power or less total power asrequired to maintain the pallet at synchronous speed (again see FIGS.I7, I8 and I9).

7 FIG. I8 represents the normal operating mode of the pallet with theaverage power being applied to maintain a normal constant speed. If thepallet were to pick up too much speed and start to run faster, it wouldget ahead of this wave form as illustrated in FIG. 17 which shows thesilicon control rectifiers turning on a little later in the power curvewith the resulting reduction in total power to the pallet. Its powerlevel is reduced by the fact that it is arriving at the firing pointbefore the wave form of the AC current, hence the silicon controlrectifier fires at a proportionately reduced power level.

Thus the pallet power is reduced to the point where it would fall backinto its normal operating mode as shown in FIG. 18. If the pallet wereto slow down below the desired speed, it would get even more power asillustrated in FIG. 19. The total power that is applied to the pallet isthe amount required to maintain exact synchronous speed. Thus eachpallet seeks its own power level to maintain the same synchronous speeddespite limited differences in the amount of drag or load.

The trackway compensates for each pallet's weight and drag by being ableto independently suspend any pallet (within certain maximum weightlimitations) at a specific height above the trackway and itelectronically compensates as required to hold the pallet at thisspecific height. The I, 2, 3 magnets in FIGS. 6 through 9 pull thevehicle forward and up and the 4 magnets are designed to pull thevehicle down and forward. The electromagnets being varied in force asrequired to produce the exact forward speed required, the trackway isthen able to maintain the correct height of the vehicle by varying theforce of the electromagnets and alternately firing up electromagnets l,2 or 3 or electromagnets 4 as required to regulate height. Theelectromagnets fire in such a way that if a load is raised too high,then the electromagnets on the bottom fire to pull the vehicle down. Ifthe vehicle gets too low only the upper electromagnets fire until thevehicle resumes a centered position. Thus, the electromagnets are ableto maintain the proper vehicle height above the trackway.

FIG. 20 illustrates the height detector and fire detector relationshipswith their circuitry for controlling the electromagnets 45. FIG. 21illustrates diagrammatically the electrical circuitry for turning theelectromagnets on and off to control the progress and height of thepallet with respect to the trackway.

FIG. 23 illustrates the accelerator electromagnetic circuitry used inthe acceleration 55. Acceleration is done uniformly and smoothly so asto provide maximum comfort to the passengers. Acceleration to main linespeed requires a set amount of time and this time lag is accounted forin timing the initiation of acceleration to hit an open space in themain line flow. A variable frequency oscillator continually sweeps fromO to maximum speed at the desired acceleration rate. This VFO outputestablishes the maximum acceleration speed the vehicle can go, becausethe VFO output is put into an and gate which requires two inputs toallow the electromagnets to fire, one signal from the VFO and anotherfrom the pallet. If a pallet arrives before the VFO, firing is held upuntil the VFO signal arrives, thus holding the maximum speed of thepallet to the speed of the VFO. FIG. 23 illustrates a three phaseelectronic switch which phasing is unimportant as it can turn on and offat any time, thus power can be supplied as required. In other words itprovides essentially a DC switch to fire as rapidly as the vehiclerequires. Utilizing this system the car is self accelerating afterinitiation but top speed is restrained by the VFO.

Each station along the trackway is represented by a code number similarto a postal zip code number which identifies the station. Each palletcarries its destination in the form of a magnetic code on the stripwhich is attached to the side of the pallet. In FIG. 24 the circuitryfor controlling the entrance for a branch line at a switch isillustrated. First a reader determines which way the vehicle is to beswitched in the system, (branch A or branch B). Branch A could representthe main line with branch B being a typical off loading ramp withde-acceleration'into an off loading station. A magnetic tape readerreads the magnetic tape or strip on the side of the pallet and transfersthis information to a route selector. The route selector decides whetherbranchA or branch B should be used by the vehicle and fires theappropriate electromagnets for pullingthe vehicle to structuralmodifications and adaptations may be rethe left or right as required toaccomplish the switching action. (See FIG. 26). The design of switchingmagnets allows the vehicle to maintain a guidance in the appropriatecenter of each branch while it is being switched so that the vehicle isnot violently pushed to one side or the other against the wall but isappropriately guided into the center of each branch.

In FIG. 30 a typical station installation indicated generally at 70 isprovided for loading automobiles onto the pallets.

The station 70 includes an elongate pit 71 having transverse tracks 72extending thereacross and carrying jack carts 73. The jack carts 73 aresupported on a plurality of flanged wheels 74 engaged with the tracks72. A hydraulic ram 75 is connected to the jack carts 73 to move themtransversely of the pit 71. Hydraulic jacks 76 are carried by the jackcarts 73 and support at their upper endsa trackway body 77. The trackwaybody 77 has a T-shaped slot 78 on one side and a T- shaped slot 79 onthe other side with the slots 79 having a lower extension 80 forming apart thereof. The pallet 47 is supported on webs 48 having T-bars 49integrally formed thereon for engagement in the T-shaped slots 78, 79.The pallet 47 has a plurality of holddown members 53 secured thereto forholding an automobile in place on the pallet platform 47. A channeltrack 81 is positioned to support the tires on one side of theautomobile and a second channel track 82 is adjustably positioned tosupport the tires on the opposite side of the automobile.

ln the use and operation of the station 70 the automobile is driven onchannel track members 81, 82 and a pallet 47 is moved into correctposition controlled by contact switches on track members 81 and 82. Thesecuring members 53 are then actuated to lock the vehicle to the pallet47 so that as the pallet 47 moves out the vehicle locked to the securingmembers 53 similar to a ball-lock pin device moves therewith with thetires lifting off of the channel tracks 81, 82.

The lateral adjustment of the trackway 77 by the hydraulic cylinder 75is provided so that the pallet 47 may be centrally positioned beneaththe vehicle supported in the channel trackways 81, 82. Vehicles vary inwidth from relatively narrow foreign automobiles to relatively widetrucks. The channel trackways 81, 82 are adapted to be adjusted tosupport the tires of any desired road vehicle.

in FlG. 31 the conventional trackway 4lis illustrated supporting apassenger car 83 which has the pallet 46 incorporated therein forming apart thereof. The passenger car 83 may be of any desired length and mayhave seats provided for any desired number of passengers. I

Having thus described the preferred embodiments of the invention itshould be understood that numerous tion.

I claim:

I. A rapid transit system comprising a trackway formed of solid materialand having at least a pair of spaced apart parallel T-shaped slotsformed therein, a plurality of electromagnets mounted in said trackwayalong said slots, a pallet positioned above said trackway, at least apair of webs extending downwardly from said pallet into said T-shapedslots, a T bar integrally formed on the lower end of said webs, meansfor individually and progressively energizing the electromagnets in saidtrackway to exert electromotive force on said T bars to raise saidpallet and propel said pallet along said trackway.

2. A device as claimed in claim 1 wherein the electromagnets arepositioned above and below said T bar for balancing the magnetic loadsthereon.

3. A device as claimed in claim 1 wherein means are provided in saidsystem for moving a pallet off of said system as desired.

4. A device as claimed in claim 1' wherein electromagnetic andmechanical switching means is provided in said trackway and on saidpallet for switching said pallet to a branch line as desired.

5. A device as claimed in claim I wherein said pallet is provided withmeans for supporting a motor vehicle thereon.

6. A device as claimed in claim I wherein said pallet is provided withmeans for supporting a passenger pod thereon.

7. A device as claimed in claim 1. wherein means are provided in saidsystem for individually and successively energizing said electromagnetsfor controlling the position, speed and height of the pallets moving insaid system.

8. A device as claimed in claim 7 wherein a plurality of branch linesare provided in said system with each of said branch lines having aswitch through which the pallet moves controlled by a plurality ofelectric magnets in said trackway in said switch.

9. A device as claimed in claim 8 wherein stationary mechanical meansare provided for guiding said pallet through said switch to remain insaid trackway or to move into said branch line.

10. A device as claimed in claim 1 wherein a passenger carrying pod issecured to said pallet for movement therewith.

11. A device as claimed in claim 1 wherein a freight carrying pod issecured to said pallet for movement therewith.

12. A device as claimed in claim 1 wherein the electric magnets in saidslot along said trackway are positioned above and below said slots andalong each side of said slots for controlling the position of the palletwith respect to said trackway.

13. A device as claimed in claim 1 wherein means are provided forguiding a motor vehicle onto a pallet and additional means areprovidedfor centering the pallet beneath said motor vehicle.

nsis s UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION jParent'No. 3,750,803 Dated August 7, 1973 Inventor(s) Lee C x m It iscertified that error appears in the above-identified patent and thatsaid Letters Patent are hereby corrected as shown below:

Patentee's address should read 5050 North Avenue Carmichael, California95608 Signedc and s e'alled this 17th dey of September 1974,

(SEAL) Attest: I M coy M. GIBSON JR.- c. MARSHALL DANN Agtesting OfficerI Commissioner of Patents FORM P0-1050 (10-69) USCOMWDC 50:47am" Q US.GOVERNMENT PRXMTING OFFICE: 15! 07-35943.

1. A rapid transit system comprising a trackway formed of solid materialand having at least a pair of spaced apart parallel Tshaped slots formedtherein, a plurality of electromagnets mounted in saiD trackway alongsaid slots, a pallet positioned above said trackway, at least a pair ofwebs extending downwardly from said pallet into said T-shaped slots, a Tbar integrally formed on the lower end of said webs, means forindividually and progressively energizing the electromagnets in saidtrackway to exert electromotive force on said T bars to raise saidpallet and propel said pallet along said trackway.
 2. A device asclaimed in claim 1 wherein the electromagnets are positioned above andbelow said T bar for balancing the magnetic loads thereon.
 3. A deviceas claimed in claim 1 wherein means are provided in said system formoving a pallet off of said system as desired.
 4. A device as claimed inclaim 1 wherein electromagnetic and mechanical switching means isprovided in said trackway and on said pallet for switching said palletto a branch line as desired.
 5. A device as claimed in claim 1 whereinsaid pallet is provided with means for supporting a motor vehiclethereon.
 6. A device as claimed in claim 1 wherein said pallet isprovided with means for supporting a passenger pod thereon.
 7. A deviceas claimed in claim 1 wherein means are provided in said system forindividually and successively energizing said electromagnets forcontrolling the position, speed and height of the pallets moving in saidsystem.
 8. A device as claimed in claim 7 wherein a plurality of branchlines are provided in said system with each of said branch lines havinga switch through which the pallet moves controlled by a plurality ofelectric magnets in said trackway in said switch.
 9. A device as claimedin claim 8 wherein stationary mechanical means are provided for guidingsaid pallet through said switch to remain in said trackway or to moveinto said branch line.
 10. A device as claimed in claim 1 wherein apassenger carrying pod is secured to said pallet for movement therewith.11. A device as claimed in claim 1 wherein a freight carrying pod issecured to said pallet for movement therewith.
 12. A device as claimedin claim 1 wherein the electric magnets in said slot along said trackwayare positioned above and below said slots and along each side of saidslots for controlling the position of the pallet with respect to saidtrackway.
 13. A device as claimed in claim 1 wherein means are providedfor guiding a motor vehicle onto a pallet and additional means areprovided for centering the pallet beneath said motor vehicle.